WO2021253692A1 - 燃料电池混合动力汽车的可行驶里程评估方法及系统 - Google Patents

燃料电池混合动力汽车的可行驶里程评估方法及系统 Download PDF

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WO2021253692A1
WO2021253692A1 PCT/CN2020/121182 CN2020121182W WO2021253692A1 WO 2021253692 A1 WO2021253692 A1 WO 2021253692A1 CN 2020121182 W CN2020121182 W CN 2020121182W WO 2021253692 A1 WO2021253692 A1 WO 2021253692A1
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vehicle
mileage
real
day
fuel cell
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PCT/CN2020/121182
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English (en)
French (fr)
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董德宝
杨琨
徐彬
樊海梅
熊金峰
赵立新
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金龙联合汽车工业（苏州）有限公司
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/11—Complex mathematical operations for solving equations, e.g. nonlinear equations, general mathematical optimization problems
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/18—Complex mathematical operations for evaluating statistical data, e.g. average values, frequency distributions, probability functions, regression analysis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention belongs to the technical field of fuel cell vehicles, and in particular relates to a method and system for evaluating the range of fuel cell hybrid vehicles.
  • Fuel cell vehicles such as hydrogen fuel cell hybrid buses.
  • the driver needs to know the real-time range of the vehicle.
  • the current practice is: the driver can only use the hydrogen on the dashboard
  • the hydrogen pressure in the bottle and the state of charge SOC of the battery and the supercapacitor are used to estimate the real-time vehicle mileage.
  • the purpose of the present invention is to provide a method for evaluating the driving range of a fuel cell hybrid electric vehicle, which can evaluate the driving range in real time and obtain a more accurate driving range.
  • a method for evaluating the driving range of a fuel cell hybrid electric vehicle including the following steps:
  • the vehicle parameters include: fuel cell stack voltage V fc , current I fc , battery voltage V Bat , current I Bat , super capacitor voltage V Cap , current I Cap , fuel cell System bench test efficiency ⁇ fcs test ;
  • the method for calculating the real-time range of the vehicle in step S04 includes:
  • ⁇ 0 is the available fuel quality of the vehicle on the day
  • SOC 2 is the lowest state of charge for normal operation of the battery
  • SOC 2 ' is the lowest state of charge for normal operation of the supercapacitor
  • U Bat is the rated voltage of the battery
  • C Bat is the rated capacity of the battery
  • U Cap is the rated voltage of the super capacitor
  • C Cap is the rated capacity of the super capacitor
  • ⁇ dcdc is the rated efficiency of the bidirectional DCDC
  • S42 The calculation formula of the real-time travelable mileage S'is: ave_Q is the average equivalent fuel consumption per kilometer used for calculation during driving.
  • the method for calculating the real-time range of the vehicle in step S04 includes:
  • S043 The calculation formula of real-time travelable mileage S'is: ave_Q is the average equivalent fuel consumption per kilometer used for calculation during driving.
  • ave_Q ave_Q 0 ⁇ (1+ ⁇ 1 + ⁇ 2 ), where ⁇ 1 is the ratio of the air-conditioning energy consumption on the day to the total energy consumption of the vehicle, and ⁇ 2 is The ratio of heating air energy consumption to the total energy consumption of the whole vehicle on that day, ave_Q 0 is the average equivalent fuel consumption per kilometer used for calculation before the first driving.
  • ave_Q is the average equivalent fuel consumption per kilometer in the previous operating day
  • ⁇ 1 is the ratio of the air-conditioning energy consumption in the previous operating day to the total energy consumption of the vehicle
  • ⁇ 2 is the heating air energy consumption in the previous operating day and The ratio of the total energy consumption of the entire vehicle.
  • the calculation formula on ave_Q is: Among them, S is the single-day mileage of the vehicle on the previous operating day, Is the total equivalent fuel consumption of the previous operating day, ave_Q is the average equivalent fuel consumption per kilometer of the previous operating day, and S min is the minimum mileage traveled when starting to calculate the actual average fuel consumption per kilometer.
  • step S01 the following steps are further included:
  • the step of calculating the mileage S 0 'of the vehicle before the first driving on the day includes:
  • ave_Q 0 is the average equivalent fuel consumption per kilometer for calculation before the first trip.
  • the invention also discloses a driving range evaluation system of a fuel cell hybrid electric vehicle, which includes:
  • Parameter acquisition module acquire vehicle parameters in each communication cycle, the vehicle parameters include: fuel cell stack voltage V fc , current I fc , battery voltage V Bat , current I Bat , super capacitor voltage V Cap , current I Cap , Bench test efficiency of fuel cell system ⁇ fcs measurement ;
  • Calculating module for circulating equivalent fuel consumption per kilometer real-time calculation of circulating equivalent fuel consumption per kilometer Q t , the calculation formula is: Among them, dt is the communication period, q fc is the low heating value of the fuel;
  • Real-time equivalent fuel consumption calculation module real-time calculation of cycle mileage S t to obtain real-time equivalent fuel consumption per kilometer Q s ;
  • Real-time travelable mileage calculation module Calculate the real-time travelable mileage S'of the vehicle.
  • the method for calculating the real-time driving range of a vehicle in the real-time driving range calculation module includes:
  • ⁇ 0 is the available fuel quality of the vehicle on the day
  • SOC 2 is the lowest state of charge for normal operation of the battery
  • SOC 2 ' is the lowest state of charge for normal operation of the supercapacitor
  • U Bat is the rated voltage of the battery
  • C Bat is the rated capacity of the battery
  • U Cap is the rated voltage of the super capacitor
  • C Cap is the rated capacity of the super capacitor
  • ⁇ dcdc is the rated efficiency of the bidirectional DCDC
  • S42 The calculation formula of the real-time travelable mileage S'is: ave_Q is the average equivalent fuel consumption per kilometer used for calculation during driving.
  • the method for calculating the real-time driving range of a vehicle in the real-time driving range calculation module includes:
  • S043 The calculation formula of real-time travelable mileage S'is: ave_Q is the average equivalent fuel consumption per kilometer used for calculation during driving.
  • the method of the present invention is more reasonable and accurate than the existing method, and is especially suitable for buses. It is written into the vehicle controller (VCU) and displayed by the instrument panel. Not enough to drop anchor.
  • VCU vehicle controller
  • Fig. 1 is a main flow chart of a method for evaluating the mileage of a fuel cell hybrid electric vehicle according to the present invention
  • FIG. 2 is a flowchart of a method for evaluating a driving range according to an embodiment of the present invention
  • Fig. 3 is a flow chart of a method for evaluating a driving range according to another embodiment of the present invention.
  • a method for evaluating the mileage of a fuel cell hybrid vehicle includes the following steps:
  • the vehicle parameters include: fuel cell stack voltage V fc , current I fc , battery voltage V Bat , current I Bat , super capacitor voltage V Cap , current I Cap , fuel cell System bench test efficiency ⁇ fcs test ;
  • a hydrogen fuel cell is used as an example for the fuel cell.
  • the method for evaluating the driving range of a fuel cell hybrid vehicle of the present invention includes the following steps:
  • step 1
  • VCU passes the formula Calculate the available hydrogen mass ⁇ 0 of the vehicle on that day and store it.
  • ⁇ 0 the total mass of available hydrogen on the day, in Kg
  • m the molar mass of hydrogen, in g/mol
  • V the total volume of the hydrogen storage bottle and high-pressure pipeline and accessories, in L
  • R the gas constant, in MPa.L /(mol.K)
  • P 1 The highest hydrogen pressure in the hydrogen storage bottle detected by the high pressure pressure sensor before the first drive of the day, in MPa
  • T 1 The hydrogen storage bottle detected by the temperature sensor of the hydrogen bottle mouth valve before the first drive of the day
  • P 2 The minimum pressure of hydrogen in the hydrogen storage tank permitted for hydrogen refueling in general hydrogen refueling stations, generally 2 ⁇ 3MPa
  • T 2 The maximum temperature of hydrogen in the hydrogen storage tank at the end of operation, take the previous operation The highest temperature of hydrogen in the hydrogen storage tank at the end of the day
  • Z 1 The maximum temperature of hydrogen in the
  • the VCU reads the following real-time information: the fuel cell system bench test efficiency ⁇ fcs sent by the fuel cell system controller (FCU), and the current vehicle battery state of charge SOC 1 sent by the battery controller (BMS) , The supercapacitor state of charge SOC 1 'sent by the supercapacitor controller (UMS), and calculated according to the following formula to obtain the equivalent amount of hydrogen ⁇ 0 ' that is available before the first driving on that day:
  • ⁇ 0 ' the equivalent hydrogen mass available before the first driving on the day, Kg; SOC 1 : the state of charge of the battery at the first start; SOC 2 : the lowest state of charge of the battery during normal operation; U Bat : the rated voltage of the battery, V; C Bat : battery rated capacity, Ah; SOC 1 ': supercapacitor state of charge at first startup; SOC 2 ': supercapacitor's lowest state of charge during normal operation; U Cap : supercapacitor rated voltage, V; C Cap : supercapacitor rated Capacity, Ah; ⁇ dcdc : rated efficiency of bidirectional DCDC; q fc : hydrogen low calorific value, taken as 120,000 J/g; ⁇ fcs measurement : bench test efficiency of fuel cell system at different powers obtained by bench test.
  • VCU passes the formula Calculate the available mileage S 0 'of the vehicle before the first trip on the day, store it and display it on the meter.
  • S 0 ' the vehicle mileage before the first trip on the day, Km
  • ave_Q 0 the average equivalent hydrogen consumption per kilometer calculated before the first trip, Kg/Km.
  • ave_Q 0 in VCU pair (2-3) is calculated according to the following formula: Among them, ave_Q upper : the average equivalent hydrogen consumption per kilometer of the last operating day, Kg/Km; ⁇ 1 upper : the ratio of the air-conditioning energy consumption on the last operating day to the total energy consumption of the entire vehicle; ⁇ 2 upper : the last operating day The ratio of daily heater energy consumption to the total energy consumption of the vehicle.
  • VCU pair (2-4) on ave_Q is calculated according to the following formula: Among them, the S: a single-day operations with the vehicle mileage, Km; On a total daily operations equivalent hydrogen consumption, Kg; ave_Q on ': upper daily operations equivalent hydrogen consumption per kilometer, the same calculation method ave_Q, Kg / Km; S min : VCU actual counted per kilometer The minimum mileage traveled when hydrogen is consumed, Km.
  • Execution 14 that is, through the vehicle CAN network, the VCU reads and records the following parameters in each CAN communication cycle dt: the fuel cell stack voltage V fc and current I fc sent by the fuel cell system controller (FCU) , Fuel cell system bench test efficiency ⁇ fcs measurement , battery voltage V Bat and current I Bat sent by the battery controller (BMS) , and super capacitor voltage V Cap and current I Cap sent by the super capacitor controller (UMS).
  • VCU calculates the equivalent hydrogen consumption per kilometer in real time according to the following formula Among them, Q t : equivalent hydrogen consumption per kilometer cycle, Kg; V fc : fuel cell stack voltage, V; I fc : fuel cell stack current, A; V Bat : battery voltage, V; I Bat : battery current , A; V Cap : super capacitor voltage, V; I Cap : super capacitor current, A; dt: CAN communication cycle, s.
  • VCU reads the vehicle speed v t corresponding to each CAN communication cycle dt, and passes the formula Calculate the cycle mileage S t in real time. Among them: St : cycle mileage, km, between 0 and 1km; v t : vehicle speed, km/h.
  • Execute 2 that is, the VCU judges whether the vehicle is turned off, if it is turned off, execute 20, that is, the VCU stores the current information and ends. Otherwise, execute 21, that is, increase the cycle time t.
  • Execution 32 that is, the VCU reads the following real-time information: the fuel cell system bench test efficiency ⁇ fcs sent by the fuel cell system controller (FCU), and the current vehicle battery charge sent by the battery controller (BMS)
  • the electrical state SOC 1 , the super capacitor state of charge SOC 1 'sent by the super capacitor controller (UMS), and the current remaining available equivalent hydrogen amount ⁇ ' is calculated according to the following formula, and stored.
  • ⁇ ' the current remaining available equivalent hydrogen mass, Kg
  • Q s the current total vehicle equivalent hydrogen consumption, Kg
  • other symbols have the same meanings as those in the formula in step 2 (2-2).
  • VCU passes the formula The current vehicle mileage S'is calculated, stored and displayed by the meter. Among them, S': the current vehicle mileage, Km; ave_Q: the average equivalent hydrogen consumption per kilometer for calculation during driving, Kg/Km.
  • VCU pair (7-3) on ave_Q is calculated according to the following formula:
  • the meaning of the symbols is the same as the meaning of the symbols in the formula described in step 2 (2-5).
  • step 7 an average equivalent hydrogen consumption per kilometer ave_Q, determined by determining whether the calculated operating Day on a mileage , Set a minimum mileage S min , the mileage reached the minimum mileage on the previous operating day, the VCU clears the average equivalent hydrogen consumption per kilometer of the previous operating day, and starts to calculate the real-time average hydrogen consumption per kilometer of the day, otherwise, VCU has been stored on a per kilometer on average equivalent hydrogen consumption ave_Q last day of operations' as the equivalent hydrogen consumption per kilometer ave_Q operations on a day, which is to avoid failure during vehicle operation or other Factors that lead to the short mileage on the previous operating day, and the large error in calculating the mileage that can be driven on this operating day.
  • Steps 1 to 5 are the same as the corresponding steps of the above scheme
  • VCU passes the formula The current vehicle mileage S'is calculated, stored and displayed by the meter. Among them, S: the current mileage of the vehicle, Km; ⁇ 0 ': the available equivalent hydrogen mass of the vehicle before the first driving on the day, Kg; ave_Q: the average equivalent hydrogen consumption per kilometer for calculation during driving, Kg/Km.

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Abstract

一种燃料电池混合动力汽车的可行驶里程评估方法，包括：获取每个通讯周期内的车辆参数：燃料电池堆电压Vfc、电流Ifc、蓄电池电压VBat、电流IBat、超级电容电压VCap、电流ICap、燃料电池系统台架测试效率ηfcs 测；实时计算每公里内循环等效燃料消耗量Qt；实时计算循环里程St，得到实时每公里等效燃料消耗量Qs；计算车辆实时可行驶里程S'。该方法可以实时进行可行驶里程评估，得到比较准确的可行驶里程。

Description

燃料电池混合动力汽车的可行驶里程评估方法及系统 技术领域
本发明属于燃料电池汽车技术领域，具体地涉及一种燃料电池混合动力汽车的可行驶里程评估方法及系统。
背景技术
燃料电池汽车，例如氢燃料电池混合动力公交车，对于燃料电池混合动力公交车，驾驶员需要了解车辆的实时可行驶里程，然而目前现有的做法是：驾驶员只能通过仪表盘上的氢瓶内氢气压力和电池及超级电容荷电状态SOC来估计实时车辆的可行驶里程，但是往往会出现因判断失误而抛锚在路上的情况。
目前国内尚无计算实时可行驶里程的标准方法，有一种方法是采用车辆实时剩余的总能量与实时每公里平均能耗的比值，但计算得到的里程变动范围很大，对驾驶员来说参考价值不大，甚至可能会造成误导。因此亟需一种比较准确的可行驶里程评估方法。
发明内容
针对上述存在的技术问题，本发明的目的是提供一种燃料电池混合动力汽车的可行驶里程评估方法，可以实时进行可行驶里程评估，得到比较准确的可行驶里程。
本发明的技术方案是：
一种燃料电池混合动力汽车的可行驶里程评估方法，包括以下步骤：
S01：获取每个通讯周期内的车辆参数，所述车辆参数包括：燃料电池堆电压V fc、电流I fc、蓄电池电压V Bat、电流I Bat、超级电容电压V Cap、电流I Cap、燃料电池系统台架测试效率η fcs测；
S02：实时计算每公里内循环等效燃料消耗量Q t，计算公式为：
Figure PCTCN2020121182-appb-000001
其中，dt为通讯周期，q fc为燃料低热值；
S03：实时计算循环里程S t，得到实时每公里等效燃料消耗量Q s；
S04：计算车辆实时可行驶里程S'。
优选的技术方案中，所述步骤S04中计算车辆实时可行驶里程的方法包括：
S41：获取燃料电池系统台架测试效率η fcs测，当前整车电池荷电状态SOC 1，超级电容荷电状态SOC 1'，计算得到当前剩余可用等效燃料量ω'，
Figure PCTCN2020121182-appb-000002
其中，ω 0为当日车辆可用燃料质量，SOC 2为蓄电池正常工作最低荷电状态，SOC 2'为超级电容正常工作最低荷电状态，U Bat为蓄电池额定电压，C Bat为蓄电池额定容量，U Cap为超级电容额定电压，C Cap为超级电容额定容量，η dcdc为双向DCDC额定效率；
S42：实时可行驶里程S'的计算公式为：
Figure PCTCN2020121182-appb-000003
ave_Q为行驶过程中计算用平均每公里等效燃料消耗量。
优选的技术方案中，所述步骤S04中计算车辆实时可行驶里程的方法包括：
S041：得到当日首次行驶前可用等效燃料量ω 0′，ω 0′的计算公式为：
Figure PCTCN2020121182-appb-000004
S042：计算当前已行驶里程S；
S043：实时可行驶里程S'的计算公式为：
Figure PCTCN2020121182-appb-000005
ave_Q为行驶过程中计算用平均每公里等效燃料消耗量。
优选的技术方案中，所述ave_Q的计算公式为：ave_Q＝ave_Q 0×(1+ξ 1+ξ 2)，其中，ξ 1为当日空调能耗与整车总能耗之比，ξ 2为当日暖风能耗与整车总能耗之比，ave_Q 0为首次行驶前计算用平均每公里等效燃料消耗量。
优选的技术方案中，所述ave_Q 0的计算公式为：
Figure PCTCN2020121182-appb-000006
其中，ave_Q 上为上一运营日平均每公里等效燃料消耗量，ξ 1上为上一运营日空调能耗与整车总能耗之比，ξ 2上为上一运营日暖风能耗与整车总能耗之比。
优选的技术方案中，所述ave_Q 上的计算公式为：
Figure PCTCN2020121182-appb-000007
其中，S 上为车辆上一运营日单日行驶里程，
Figure PCTCN2020121182-appb-000008
为上一运营日总等效燃料消耗量，ave_Q 上'为上上个运营日平均每公里等效燃料消耗量，S min为开始计算实际平均每公里燃料消耗量时的最小已行驶里程。
优选的技术方案中，所述步骤S01之前还包括以下步骤：
S00：获取车辆当日行驶里程S，并进行判断，若S＝0，判定车辆为当日首次行驶，计算当日首次行驶前车辆可行驶里程S 0'；否则，获取当日首次行驶前计算得到的参数；
所述计算当日首次行驶前车辆可行驶里程S 0'的步骤包括：
S001：计算当日车辆可用燃料质量ω 0；
S002：获取燃料电池系统台架测试效率η fcs测，当前整车电池荷电状态SOC 1，超级电容荷电状态SOC 1'，计算当日首次行驶前可用等效燃料量ω 0'；
S003：计算当日首次行驶前车辆可行驶里程S 0'，
Figure PCTCN2020121182-appb-000009
其中， ave_Q 0为首次行驶前计算用平均每公里等效燃料消耗量。
本发明还公开了一种燃料电池混合动力汽车的可行驶里程评估系统，包括：
参数获取模块：获取每个通讯周期内的车辆参数，所述车辆参数包括：燃料电池堆电压V fc、电流I fc、蓄电池电压V Bat、电流I Bat、超级电容电压V Cap、电流I Cap、燃料电池系统台架测试效率η fcs测；
每公里内循环等效燃料消耗量计算模块：实时计算每公里内循环等效燃料消耗量Q t，计算公式为：
Figure PCTCN2020121182-appb-000010
其中，dt为通讯周期，q fc为燃料低热值；
实时等效燃料消耗量计算模块：实时计算循环里程S t，得到实时每公里等效燃料消耗量Q s；
实时可行驶里程计算模块：计算车辆实时可行驶里程S'。
优选的技术方案中，所述实时可行驶里程计算模块中计算车辆实时可行驶里程的方法包括：
S41：获取燃料电池系统台架测试效率η fcs测，当前整车电池荷电状态SOC 1，超级电容荷电状态SOC 1'，计算得到当前剩余可用等效燃料量ω'，
Figure PCTCN2020121182-appb-000011
其中，ω 0为当日车辆可用燃料质量，SOC 2为蓄电池正常工作最低荷电状态，SOC 2'为超级电容正常工作最低荷电状态，U Bat为蓄电池额定电压，C Bat为蓄电池额定容量，U Cap为超级电容额定电压，C Cap为超级电容额定容量，η dcdc为双向DCDC额定效率；
S42：实时可行驶里程S'的计算公式为：
Figure PCTCN2020121182-appb-000012
ave_Q为行驶过程 中计算用平均每公里等效燃料消耗量。
优选的技术方案中，所述实时可行驶里程计算模块中计算车辆实时可行驶里程的方法包括：
S041：得到当日首次行驶前可用等效燃料量ω 0′，ω 0′的计算公式为：
Figure PCTCN2020121182-appb-000013
S042：计算当前已行驶里程S；
S043：实时可行驶里程S'的计算公式为：
Figure PCTCN2020121182-appb-000014
ave_Q为行驶过程中计算用平均每公里等效燃料消耗量。
与现有技术相比，本发明的有益效果是：
本发明方法比现有方法更为合理、精确，对公交车尤其适用，写入整车控制器(VCU)，通过仪表盘显示，驾驶员可时刻知晓当前车辆的可行驶里程，避免出现因能量不足抛锚的情况。
附图说明
下面结合附图及实施例对本发明作进一步描述：
图1为本发明一种燃料电池混合动力汽车的可行驶里程评估方法的主体流程图；
图2为本发明一实施例的可行驶里程评估方法的流程图；
图3为本发明另一实施例的可行驶里程评估方法的流程图。
具体实施方式
为使本发明的目的、技术方案和优点更加清楚明了，下面结合具体实施方式并参照附图，对本发明进一步详细说明。应该理解，这些描述只是示例性的，而并非要限制本发明的范围。此外，在以下说明中，省略了对公知结构和技术的描述，以避免不必要地混淆本发明的概念。
实施例：
如图1所示，一种燃料电池混合动力汽车的可行驶里程评估方法，包括 以下步骤：
S01：获取每个通讯周期内的车辆参数，所述车辆参数包括：燃料电池堆电压V fc、电流I fc、蓄电池电压V Bat、电流I Bat、超级电容电压V Cap、电流I Cap、燃料电池系统台架测试效率η fcs测；
S02：实时计算每公里内循环等效燃料消耗量Q t，计算公式为：：
Figure PCTCN2020121182-appb-000015
其中，dt为通讯周期，q fc为燃料低热值；
S03：实时计算循环里程S t，得到实时每公里等效燃料消耗量Q s；
S04：计算车辆实时可行驶里程S'。
如图2所示，在一较佳的实施例中，燃料电池以氢燃料电池为例进行说明，本发明的燃料电池混合动力汽车的可行驶里程评估方法，包括以下步骤：
步骤1：
(1-1)车辆启动，执行1，即整车控制器(VCU)判断当日已行驶里程S。
(1-2)若S＝0km，执行11，即VCU读取并存储氢系统控制器(HMS)发送的氢气瓶最高温度T 1、氢气瓶最高压力P 1。
(1-3)VCU通过公式
Figure PCTCN2020121182-appb-000016
计算当日车辆可用氢气质量ω 0，并存储。其中，ω 0：当日可用氢气总质量，单位Kg；m：氢气摩尔质量，g/mol；V：储氢瓶及高压管路和附件的总容积，单位L；R：气体常数，MPa.L/(mol.K)；P 1：当日首次行驶前高压压力传感器检测的储氢瓶内氢气最高压力，单位MPa；T 1：当日首次行驶前氢瓶瓶口阀温度传感器检测的储氢瓶内氢气最高温度，单位K；P 2：一般加氢站许可加氢的储氢瓶内氢气最低压力，一般为2～3MPa；T 2：运营结束时储氢瓶内氢气最高温度，取上一运营日结束时储氢瓶内氢气最高温度；Z 1：在P 1、T 1下氢气压缩因子；Z 2： 在P 2、T 2下氢气压缩因子；Z 1、Z 2通过公式
Figure PCTCN2020121182-appb-000017
计算得到，P是压力，单位MPa，T是温度，单位K，ν ij是系数。
(1-4)若S>0km，执行10，即VCU读取当日首次行驶前VCU计算存储的车辆可用氢气质量ω 0，实时可行驶里程S'，实时每公里等效氢耗Q s。
步骤2:
(2-1)若S＝0km，执行12，即VCU计算当日首次行驶前车辆可行驶里程。否则跳过步骤2。
(2-2)VCU读取下列实时信息：燃料电池系统控制器(FCU)发送的燃料电池系统台架测试效率η fcs测，电池控制器(BMS)发送的当前整车电池荷电状态SOC 1，超级电容控制器(UMS)发送的超级电容荷电状态SOC 1'，并按下述公式计算得到当日首次行驶前可用等效氢气量ω 0'：
Figure PCTCN2020121182-appb-000018
其中，ω 0'：当日首次行驶前可用等效氢气质量，Kg；SOC 1：首次启动时蓄电池荷电状态；SOC 2：蓄电池正常工作最低荷电状态；U Bat：蓄电池额定电压，V；C Bat：蓄电池额定容量，Ah；SOC 1'：首次启动时超级电容荷电状态；SOC 2'：超级电容正常工作最低荷电状态；U Cap：超级电容额定电压，V；C Cap：超级电容额定容量，Ah；η dcdc：双向DCDC额定效率；q fc：氢气低热值，取120000J/g；η fcs测：台架测试得到的不同功率下燃料电池系统台架测试效率。
(2-3)VCU通过公式
Figure PCTCN2020121182-appb-000019
计算得到当日首次行驶前车辆可行驶里程S 0'，存储并经仪表显示出来。其中，S 0'：当日首次行驶前车辆可行驶里程，Km；ave_Q 0：首次行驶前计算用平均每公里等效氢气消耗量，Kg/Km。
(2-4)VCU对(2-3)中ave_Q 0按下述公式计算：
Figure PCTCN2020121182-appb-000020
其中，ave_Q 上：上一运营日平均每公里等效氢气消耗量，Kg/Km；ξ 1上：上一运营日空调能耗与整车总能耗的之比；ξ 2上：上一运营日暖风能耗与整车总能耗的之比。
(2-5)VCU对(2-4)中的ave_Q 上按下述公式计算：
Figure PCTCN2020121182-appb-000021
其中，S 上：车辆上一运营日单日行驶里程，Km；
Figure PCTCN2020121182-appb-000022
上一运营日总等效氢气消耗量，Kg；ave_Q 上'：上上运营日平均每公里等效氢气消耗量，计算方法同ave_Q 上，Kg/Km；S min：VCU开始计算实际平均每公里氢气消耗量时的最小已行驶里程，Km。
步骤3:
(3-1)执行13，即初始化循环时间t＝0，循环里程S t＝0,循环等效氢气消耗量Q t＝0。
步骤4：
(4-1)执行14，即通过整车CAN网络，VCU在每个CAN通讯周期dt读取并记录以下参数：燃料电池系统控制器(FCU)发送的燃料电池堆电压V fc、电流I fc、燃料电池系统台架测试效率η fcs测，电池控制器(BMS)发送的蓄电池电压V Bat、电流I Bat，超级电容控制器(UMS)发送的超级电容电压V Cap、电流I Cap。
(4-2)VCU按照下述公式实时计算每公里内循环等效氢气消耗量
Figure PCTCN2020121182-appb-000023
其中，Q t：每公里内循环等效氢气消耗量，Kg；V fc：燃料电池堆电压，V；I fc：燃料电池堆电流，A；V Bat：蓄电池 电压，V；I Bat：蓄电池电流，A；V Cap：超级电容电压，V；I Cap：超级电容电流，A；dt：CAN通讯周期，s。
(4-3)VCU读取每个CAN通讯周期dt对应的车速v t，并通过公式
Figure PCTCN2020121182-appb-000024
实时计算循环里程S t。其中：S t：循环里程，km，在0～1km之间；v t：车速，km/h。
步骤5：
(5-1)执行2，即VCU判断车辆是否熄火，若熄火则执行20，即VCU存储当前信息，结束。否则执行21，即增加循环时间t。
步骤6:
(6-1)执行3，即VCU判断当前循环里程S t。
(6-2)若S t＝1，执行31，即VCU计算得到当前总等效氢气消耗量Q s＝Q s+Q t，存储。否则执行14，即重复步骤4。
步骤7：
(7-1)执行32，即VCU读取下列实时信息：燃料电池系统控制器(FCU)发送的燃料电池系统台架测试效率η fcs测，电池控制器(BMS)发送的当前整车电池荷电状态SOC 1，超级电容控制器(UMS)发送的超级电容荷电状态SOC 1'，并按下述公式计算得到当前剩余可用等效氢气量ω'，存储。
Figure PCTCN2020121182-appb-000025
其中，ω'：当前剩余可用等效氢气质量，Kg；Q s：当前车辆总等效氢气消耗量，Kg；其他符号含义同步骤2中(2-2)所述公式中的符号含义。
VCU通过公式
Figure PCTCN2020121182-appb-000026
计算得到当前车辆可行驶里程S'，存储并经仪表显示出来。其中，S'：当前车辆可行驶里程，Km；ave_Q：行驶过程中计算用平均每公里等效氢气消耗量，Kg/Km。
(7-3)VCU对(7-2)中 ave_Q按下述公式计算：ave_Q＝ave_Q 0×(1+ξ 1+ξ 2)，其中，ξ 1—当日空调能耗与整车总能耗的之比，每公里计算一次；ξ 2—当日暖风能耗与整车总能耗的之比，每公里计算一次；其他符号含义同步骤2中(2-4)所述公式中的符号含义。
(7-4)VCU对(7-3)中的ave_Q 上按下述公式计算：
Figure PCTCN2020121182-appb-000027
其中符号含义同步骤2中(2-5)所述公式中的符号含义。
(7-5)重复步骤3～步骤6。
以上所述步骤4中(4-2)VCU计算等效氢气消耗量，使用每公里内的循环时间t、循环里程S t、循环等效氢气消耗量Q t，车辆每行驶1公里，即S t＝1，VCU将以上3个参数进行按步骤3初始化处理，以便VCU计算下一公里的等效氢气消耗量。
以上所述步骤2中(2-4)计算的首次行驶前计算用平均每公里等效氢气消耗量ave_Q 0，所述步骤7中(7-3)VCU计算的行驶中计算用平均每公里等效氢气消耗量ave_Q，二者均非当日实际平均每公里等效氢气消耗量，而是对上一运营日的平均实际每公里等效氢气消耗量的ave_Q 上进行折算得到，也就是说ave_Q 0和ave_Q无实际意义，而ave_Q 上是真实值，有实际意义。由于季节变化，车辆存在开空调或暖风的情况，这时车辆的能耗会高一些，因而对上一日的平均每公里等效氢气消耗量进行折算。其中
Figure PCTCN2020121182-appb-000028
为上一运营日不开空调及暖风的情况下平均每公里等效氢气消耗量。
以上所述步骤2中(2-5)、步骤7中(7-4)VCU计算上一运营日平均每公里等效氢气消耗量ave_Q 上，通过判断上一运营日当日行驶里程来确定计算方式，设定一个行驶最小里程S min，上一运营日当日行驶里程达到最小里程，VCU清空上上个运营日的平均每公里等效氢气消耗量，开始计算当日的 实时每公里平均氢气消耗量，否则VCU一直存储上上个运营日的平均每公里等效氢气消耗量ave_Q 上'作为上一运营日的平均每公里等效氢气消耗量ave_Q 上，这是避免出现因车辆运营过程中故障或其他因素，导致上一运营日行程里程短，计算本运营日可行驶里程误差较大的情况。
如图3所示，在另一实施例中，在上述实施例的基础上，适当的进行变更，可以得到另一种可行驶里程评估方法，即当前可行驶里程＝采取当日总可用等效氢气消耗量/平均每公里等效氢气消耗量-当前已行驶里程，具体如下：
步骤1～步骤5同上述方案对应步骤；
步骤6：
(6-1)同上述方案步骤(6-1)。
(6-2)若S t＝1，执行31′,VCU计算得到当前总等效氢气消耗量Q s＝Q s+Q t，当前已行驶里程S＝S+1，存储。否则重复步骤4。
步骤7：
(7-1)执行32′,VCU通过公式
Figure PCTCN2020121182-appb-000029
计算得到当前车辆可行驶里程S'，存储并经仪表显示出来。其中，S：车辆当前已行驶里程，Km；ω 0'：当日首次行驶前车辆可用等效氢气质量，Kg；ave_Q：行驶过程中计算用平均每公里等效氢气消耗量，Kg/Km。
(7-2)同上述方案步骤(7-3)。
(7-3)同上述方案步骤(7-4)。
(7-4)同上述方案步骤(7-5)。
应当理解的是，本发明的上述具体实施方式仅仅用于示例性说明或解释本发明的原理，而不构成对本发明的限制。因此，在不偏离本发明的精神和范围的情况下所做的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。此外，本发明所附权利要求旨在涵盖落入所附权利要求范围和边界、或者这种范围和边界的等同形式内的全部变化和修改例。

Claims (10)

  1. 一种燃料电池混合动力汽车的可行驶里程评估方法，其特征在于，包括以下步骤：
    S01：获取每个通讯周期内的车辆参数，所述车辆参数包括：燃料电池堆电压V fc、电流I fc、蓄电池电压V Bat、电流I Bat、超级电容电压V Cap、电流I Cap、燃料电池系统台架测试效率η fcs测；
    S02：实时计算每公里内循环等效燃料消耗量Q t，计算公式为：
    Figure PCTCN2020121182-appb-100001
    其中，dt为通讯周期，q fc为燃料低热值，η fcs测为燃料电池系统台架测试效率；
    S03：实时计算循环里程S t，得到实时每公里等效燃料消耗量Q s；
    S04：计算车辆实时可行驶里程S'。
  2. 根据权利要求1所述的燃料电池混合动力汽车的可行驶里程评估方法，其特征在于，所述步骤S04中计算车辆实时可行驶里程的方法包括：
    S41：获取燃料电池系统台架测试效率η fcs测，当前整车电池荷电状态SOC 1，超级电容荷电状态SOC 1'，计算得到当前剩余可用等效燃料量ω'，
    Figure PCTCN2020121182-appb-100002
    其中，ω 0为当日车辆可用燃料质量，SOC 2为蓄电池正常工作最低荷电状态，SOC 2'为超级电容正常工作最低荷电状态，U Bat为蓄电池额定电压，C Bat为蓄电池额定容量，U Cap为超级电容额定电压，C Cap为超级电容额定容量，η dcdc为双向DCDC额定效率；
    S42：实时可行驶里程S'的计算公式为：
    Figure PCTCN2020121182-appb-100003
    ave_Q为行驶过程中计算用平均每公里等效燃料消耗量。
  3. 根据权利要求1所述的燃料电池混合动力汽车的可行驶里程评估方 法，其特征在于，所述步骤S04中计算车辆实时可行驶里程的方法包括：
    S041：得到当日首次行驶前可用等效燃料量ω 0′，ω 0′的计算公式为：
    Figure PCTCN2020121182-appb-100004
    S042：计算当前已行驶里程S；
    S043：实时可行驶里程S'的计算公式为：
    Figure PCTCN2020121182-appb-100005
    ave_Q为行驶过程计算用平均每公里等效燃料消耗量。
  4. 根据权利要求2或3所述的燃料电池混合动力汽车的可行驶里程评估方法，其特征在于，所述ave_Q的计算公式为：ave_Q＝ave_Q 0×(1+ξ 1+ξ 2)，其中，ξ 1为当日空调能耗与整车总能耗之比，ξ 2为当日暖风能耗与整车总能耗之比，ave_Q 0为首次行驶前计算用平均每公里等效燃料消耗量。
  5. 根据权利要求4所述的燃料电池混合动力汽车的可行驶里程评估方法，其特征在于，所述ave_Q 0的计算公式为：
    Figure PCTCN2020121182-appb-100006
    其中，ave_Q 上为上一运营日平均每公里等效燃料消耗量，ξ 1上为上一运营日空调能耗与整车总能耗之比，ξ 2上为上一运营日暖风能耗与整车总能耗之比。
  6. 根据权利要求5所述的燃料电池混合动力汽车的可行驶里程评估方法，其特征在于，所述ave_Q 上的计算公式为：
    Figure PCTCN2020121182-appb-100007
    其中，S 上为车辆上一运营日单日行驶里程，
    Figure PCTCN2020121182-appb-100008
    为上一运营日总等效燃料消耗量，ave_Q 上'为上上个运营日平均每公里等效燃料消耗量，S min为开始计算实际平均每公里燃料消耗量时的最小已行驶里程。
  7. 根据权利要求1所述的燃料电池混合动力汽车的可行驶里程评估方法，其特征在于，所述步骤S01之前还包括以下步骤：
    S00：获取车辆当日行驶里程S，并进行判断，若S＝0，判定车辆为当日首次行驶，计算当日首次行驶前车辆可行驶里程S 0'；否则，获取当日首次行驶前计算得到的参数；
    所述计算当日首次行驶前车辆可行驶里程S 0'的步骤包括：
    S001：计算当日车辆可用燃料质量ω 0；
    S002：获取燃料电池系统台架测试效率η fcs测，当前整车电池荷电状态SOC 1，超级电容荷电状态SOC 1'，计算当日首次行驶前可用等效燃料量ω 0'；
    S003：计算当日首次行驶前车辆可行驶里程S 0'，
    Figure PCTCN2020121182-appb-100009
    其中，ave_Q 0为首次行驶前计算用平均每公里等效燃料消耗量。
  8. 一种燃料电池混合动力汽车的可行驶里程评估系统，其特征在于，包括：
    参数获取模块：获取每个通讯周期内的车辆参数，所述车辆参数包括：燃料电池堆电压V fc、电流I fc、蓄电池电压V Bat、电流I Bat、超级电容电压V Cap、电流I Cap、燃料电池系统台架测试效率η fcs测；
    每公里内循环等效燃料消耗量计算模块：实时计算每公里内循环等效燃料消耗量Q t，计算公式为：
    Figure PCTCN2020121182-appb-100010
    其中，dt为通讯周期，q fc为燃料低热值；
    实时等效燃料消耗量计算模块：实时计算循环里程S t，得到实时每公里等效燃料消耗量Q s；
    实时可行驶里程计算模块：计算车辆实时可行驶里程S'。
  9. 根据权利要求8所述的燃料电池混合动力汽车的可行驶里程评估系统，其特征在于，所述实时可行驶里程计算模块中计算车辆实时可行驶里程的方法包括：
    S41：获取燃料电池系统台架测试效率η fcs测，当前整车电池荷电状态SOC 1，超级电容荷电状态SOC 1'，计算得到当前剩余可用等效燃料量ω'，
    Figure PCTCN2020121182-appb-100011
    其中，ω 0为当日车辆可用燃料质量，SOC 2为蓄电池正常工作最低荷电状态，SOC 2'为超级电容正常工作最低荷电状态，U Bat为蓄电池额定电压，C Bat为蓄电池额定容量，U Cap为超级电容额定电压，C Cap为超级电容额定容量，η dcdc为双向DCDC额定效率；
    S42：实时可行驶里程S'的计算公式为：
    Figure PCTCN2020121182-appb-100012
    ave_Q为行驶过程中计算用平均每公里等效燃料消耗量。
  10. 根据权利要求8所述的燃料电池混合动力汽车的可行驶里程评估系统，其特征在于，所述实时可行驶里程计算模块中计算车辆实时可行驶里程的方法包括：
    S041：得到当日首次行驶前可用等效燃料量ω 0′，ω 0′的计算公式为：
    Figure PCTCN2020121182-appb-100013
    S042：计算当前已行驶里程S；
    S043：实时可行驶里程S'的计算公式为：
    Figure PCTCN2020121182-appb-100014
    ave_Q为行驶过程中计算用平均每公里等效燃料消耗量。
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